Apparatus for controlling the selective operation of clutches



Patented Mar. 22, 1949 UNITED STATES PATENT OFF-ICE amass APPARATUS FORCONTROLLING THE SE- LECTIVE OPERATION OF CLUTCHES Raymond E. Miller,Wilkinsbnrg, Pm, .assignor to The Westinghouse Air Brake Company,Wilmoi-ding, Pa.,- a corporation of Pennsylvania ApplicationNovemben'sll, 1944, serial No. 505,913 I 4 Claims. (onto-s1) 1 Thisinvention relates to control apparatus and more particularly to meansfor controlling propeller. In the connection between the em gines andthe propeller are reversing means conleasing fluid under pressure fromboth the i'org ward and reverse clutches to disconnect the engines fromthe propeller. The operators con-= trol device is also operable tosupply fluid under pressure to either clutch to render it efiective andto at the same time release fluid under pressure from the other clutchto render it ineflective. It will thus be seen, that the operator bysuitable operation of his control device can select the direction ofmovement of the ship, or if desired, disconnect the engines from thepropeller in order to permit the ship to stop.

If the ship is moving in a forward direction and the operator desires toreverse the direction of movement as quickly as possible, he willcondition his control device to release fluid under pressure from theforward clutch and to at the same time supply fluid under pressure tooperate the reverse clutch. In case the ship is moving in an astemdirection and the operator desires to reverse the direction of movementto forward, as quickly as possible, he will operate or condition hiscontrol device to release fluid under pressure from the reverse clutchand to at the same time supply fluid under pressure to operate theforward clutch. In either case it is very desirable that the one clutchshall become ineffective before the other becomes eflective, so as toprevent damage to the clutches.

One object of the invention is therefore the provision of novel controlapparatus for controlling operation of two clutches or the like andembodying means for preventing either clutch from becoming effectivewhile the other clutch is still eflective.

Other objects and advantages will be apparent from the following moredetailed description of a the invention,

In the accompanying drawing,-'the single figure is a diagrammatic view,partly in section and partly in outline, of a control apparatusembodying the invention.

. Description The improved control apparatus is shown in' the drawing,merely for the purpose of illustration, associated with a ship'spropulsion system comprising two internal combustion engines I and 2arranged to be connected together through a reduction gear or the likedesignated by the reference numeral 3 to a propeller shaft 4 for drivingsaid shaft to turn the ship's propeller (not shown). The reduction gear3 is of the type embodying means for reversing the direction of rotationof the propeller shaft 4 with respect to the direction of operation ofengines I and 2, and to this end comprises an ahead or forward clutchmeans 5 adapted to be operated by fluid under pressure to connect theshaft 4 to the en allies in such a manner as to cause'forward movementof the ship, and a reverse clutch means 8 adapted to-be operated byfluid under pressure" to connect the shaft 4 to the engines in such amanner as to cause astern movement of the ship. Fluid under pressure isadapted to be supplied to and released from the ahead clutch means 5 tocontrol its operation by way of an ahead clutch pipe I, while fluidunder pressure is adapted to be supplied to and released from the asternclutch means ii by way of an astem clutch pipe ii.

The propulsion system above described is conventlonal and well known tothose skilled in the art, and since the invention is limited to meansfor controlling the supply .of fluid under pressure to and its releasefrom the pipes l and 8, no further description of said system isessential to a clear understanding of the invention, which will now bedescribed. 7

An operators control valve device I0 is provided for controlling thepressure of fluid in pipes I and 8 by way of pipes i i and I2 andinterlock valve devices l3 and H.

The operators control valve device ill may be of any suitable structure,such for example as of the type disclosed in Patent No. 2,329,742,issued to Rankin J. Bush et al. on September 21, 1943, and whichcomprises acasing to which pipes Ii and i2 are connected, as well as apipe ll through which fluid under pressure from any suitable source isadapted ,to be constantly supplied to said device. The control valvedevice sition of said lever. In the Ahead" position of I lever IS thevalve means in the control device III will open pipe I l to the fluidpressure supply pipe it so as to supply fluid under pressure to saidpipe, and at the same time will open pipe [2 to atmosphere. In theAstern position of lever It, the valve means in the control device It)will open pipe l2 to the fluid pressure supply pipe I! and at the sametime open pipe II to atmosphere. Since control valve devices of thistype are so well known, and since reference may be made to the patenthereinbefore referred to, a further description of the control valvedevice I3 is not deemed essential to a clear understanding of theinvention.

The two interlock valve devices l3 and I4 are of identical constructionand each comprises a casing having a chamber 11 open to atmospherethrough an exhaust port l3 and containing a poppet valve l3. The valve13 has a fluted stem 23 extending through a wall 2| in the easing into achamber 22 wherein it engages a coaxially arranged poppet valve 23. Thewall 2| has a seat for engagement by valve I 3 and a spring 24 inchamber I1 acts on said valve to urge it to its seat.

The valve 23 has a fluted stem 23 slidably mounted in a bore 23 providedin a plunger 21, one end of which plunger terminates in chamber 22 andis provided with a seat for engagement by said valve. The opposite endof plunger 21 has an enlargement 23 provided with a counterbore 23 theopen end of which is closed by a cover 33. A pin 3| engaging the end ofvalve stem 25 extends through bore 23 and an axial bore in plunger 21connecting bore 23 to counterbore 29, and in said counterbore said pinis provided with a head 32. A coil spring 33 contained in counterbore 23has one end engaging head 32 while the opposite end bears against cover33. Spring 33 is under pressure urgi g the plunger 21 in a directionaway from the valve 23, but its pressure on the in head 32 is less thanthat of spring 24 on the poppet valve 13, for reasons which will belater described.

Adjacent chamber 22 the plunger 21 is slidably mounted in a boreprovided through a wall 34, while the plunger enlargement 33 is slidablymounted in a bore provided through a wall 35 which separates a chamber33 from a chamber 31.

The casing has a bore extending from wall 34 to chamber 33, and disposedin this bore is a sleeve 33 in which the plunger 21 is adapted toreciprocate. A ring 33 is disposed in space between wall 34 and one endof sleeve 33, while a similar ring 43 is disposed between the oppositeend of said sleeve and a sleeve 4| also provided in the casing boreadjacent chamber 33 and preferably secured in position by screw-threadedengagement with the wall of said bore. Each of the rings 33 and 43encircles and has sealing andsliding contact with the peripheral surfaceof plunger 21, to prevent leakage of fluid under pressure along theplunger from one side of the ring to the opposite side. Between the endsof sleeve 33, the casing is provided with an annular chamber 42encircling said sleeve, and this chamber 4 is open through one or moreports 43 in said sleeve to an annular recess 44 provided in the innersurface of said sleeve around the plunger 21. The plunger 21 has one ormore ports 45 connecting bore 23 therein to the recess 44.

Chamber 33 is in constant communication with the atmosphere through aport 46, and chamber 31 is also constantly open to atmosphere through aport 41 leading to chamber 33.

Chamber 31 is provided at one side of a movable abutment, preferably inthe form of a flexible diaphragm 43.- At the opposite side of diaphragm43 is a fluid pressure control chamber 43. A diaphragm follower 33disposed in chamber 31 in contact with one side of diaphragm 43 isprovided centrally with a stud 5| extending through an aperture in thecenter of said diaphragm into chamber 43. A follower 52 in chamber 49 ismounted on stud SI and tightened against the diaphragm to securely clampthe two followers to the diaphragm. The stud 3| is arranged to contactthe casing end wall of chamber 43.

Extending in the opposite direction from follower 50 is a boss 33arranged to contact cover 33 of plunger 21. With head 32 on the end ofpin 3| in contact with the bottom of-counterbore 23 and with the valve23 thus open, and with valve l3 seated, the boss 33 may be either justin contact with or slightly spaced from the cover 33, as shown in thedrawing. A preccmpressed coil spring 34 contained in chamber 31 andencircling the enlargement 23 of plunger 21 has one end supported onwall 33 while the opposite end bears against the diaphragm follower 50.

The operation of each of the interlock devices l3 and I4 is as follows.When fluid is supplied to chamber 43 at a pressure sufficient to deflectdiaphragm 43 against the opposing pressure of spring 34, said diaphagmwill act through follower 53 and boss 33 to move the plunger 21 in thedirection of valve 23. Since the pressure of spring 24 is greater thanthat of spring 33, this movement of plunger 21 will be relative to valve23 until it seats against said valve which will close communicationbetween chambers 22 and 42. Further movement of plunger 21 will then actto move the valve 23 and through stem 23 will unseat the valve l3 toopen communication between chambers 11 and 22. When fluid under pressureis released from chamber 43 to permit diaphragm 43 to be returned to theposition in which it is shown in the drawing by pressure of spring 34,the spring 24 will act to move th valves 13 and 23 and plunger 21 withthe diaphragm until the valve 13 seats, following which spring 33 willhold the valve 23 against further movement and at the same time willmove plunger 21 relative to and out of seating engagement with valve 23and back to its normal position as shown in th drawing, thereby firstclosing communication between chambers 22 and I1 and then openingchamber 22 to chamber 42.

In the interlock valve device 13, chamber 42 is connected to pipe IIfrom the operator's con trol valve device ll, chamber 22 is connected tothe ahead clutch control pipe 1, and diaphragm chamber 43 is connectedto the astem clutch control pipe 3. In the interlock valve devic l4chamber 42 is connected to pipe l2 from the operators control valvedevice l3, chamber 22 is connected to the astern clutch control pipe 3,and diaphragm chamber 43 is connected to the ahead clutch control pipe1.

. lever i8 is initially in Stop position opening both pipes ii and I2 toatmosphere. With the lever thus positioned the diaphragm chambers 49 inboth interlock devices it and I4 will likewise lock valve device willoperate when the pres- 4 be open to atmosphere and the parts of saiddevices will be the position in which they are shown in the drawing.With valves 29 thus open connec -l ng the clutch control pipes I and '9to pipes ii and i2, respectively, which are open to atmosphere, theahead and astem clutch means 5 and 6 will be ineffective thusdisconnecting the propeller shaft 4 from engines I and 2.

If the operator now desires to move the ship forward he will move hiscontrol lever l6 to the Ahead position, and fluid under pressure willbesupplied to pipe ll, while pipe l2 will be maintained open toatmosphere. Fluid under pressure thus supplied to pipe ii will flow tochamber 42 in the interlock valve device l3, thence past the open valve23 to chamber 22 in said device and from said latter chamber throughpipe 1 to the ahead clutch means 5. The ahead clutch means 5 willthereby be operated to connect the engines i and 2 to the propellershaft 4, whereby with said engines operating the ship will move in anahead direction.

If the operator now moves lever i6 from "Ahead position back to Stopposition, fluid under pressure will be released from the ahead clutchmeans 5' by way of pipe 1, past the open valve 23 in the interlock valvedevice l3 and thence through pipe II, as will be apparent, so as todisconnect the propeller shaft 4 from the engines I and 2, so that theship may stop.

It with control lever it in Stop position, the operator desires to movethe ship astem, he will move said lever to Astern position to supplyfluid under pressure to pipe i2 while maintaining pipe ii open toatmosphere. Fluid under pressure thus supplied to pipe l2 will flow tochamber 42 in the interlock valve device i4, and thence past valve 23 tochamber 22 in said device and from said latter chamber through theastern clutch pipe 8 to the astern clutch means ii. The astem clutchmeans 6 will thereby be operated to connect the propeller shaft 4 to theengines so that with the engines operating, the ship will move in anastem direction.

If the operator now desires to stop the ship from movement in an astemdirection, he will move lever iii to Stop position for releasing fluidunder pressure from pipe i 2, whereupon fluid under pressure will bereleased from the astern clutch means 6 past the open valve 23 in theinterlock device i4, as will be apparent. The propeller shaft 4 willtherefore bedisconnected from the engines so that'the ship may stop.

When fluid under pressure is supplied to the ahead clutch control pipe Ito operate the ahead clutch means 5 as above described, fluid underpressure from said pipe also flows into chamber 49 of the interlockvalve device i4 and therein acts on diaphragm 48 in opposition topressure of the respective spring 54. The pressure of this spring issuch that when the pressure 01' fluid in chamber 49 is increased to achosen degree, suchas ten pounds, the diaphragm 48 in the interlockvalve device l4 will deflect and close valve 23 and open valve i9 tothereby close communication between pipe I2 and the astem control pipe 8and open the latter pipe to atmosphere. When, subsequently, fluid underpressure is released from the ahead clutch control pipe I, the intersurein said pipe and the respective diaphragm chamber 49 is reduced to belowthe chosen degree (ten pounds) above mentioned, to close communicationbetween the astern clutch control pipe 8 and atmosphere and reopen saidpipe to pip i2. It will now be seen that when the operator's controllever is in Ahead" position, the

parts of the interlock valve device i3 will remain in the position shownin the drawing connecting pipes Ii and 1, but the interlock valve devicei4 will operate to close communication between pipes 8 and i 2 and holdthis communication closed as long as the pressure of fluid in the aheadclutch control pipe 1 is in excess of the chosen pressure of ten pounds.

In a manner which will be apparent from the above description, theinterlock valve device I! will be operated by fluid under pressure fromthe astem clutch control pipe 8 to close communication between pipes Iand ii and to open pipe I to atmosphere when the operator's controllever i0 is in the Astern position and the pressure of fluid in pipe 8exceeds the chosen degree of ten pounds. When the pressure in the astemclutch control pipe 8 is reduced to below the chosen pressure of tenpounds, the interlock valve device l3 will operate to choosecommunication between the ahead clutch control pipe 1 and atmosphere,and reopen said pipe to pipe ii. With the/ operator's control lever ISin the Astern" position the parts of the interlock valve device it willremain in the position in which they are shown in the drawing due to therespective diaphragm chamber 49 being open to atmosphere either pastopen valve i9 in the interlock valve device I 3, or by way of pipe iiwhen said valve is closed.

The purpose of the interlock valve devices i3 and I 4 will now bedescribed.

Let it be assumed that the ship is being propelled ahead under whichcondition the operator's control lever will be in the Ahead positionsupplying. fluid under pressure to the ahead clutch control pipe I, dueto which the interlock valve device i 4 will be conditioned by suchpressure to close communication between pipe i2 and the astem clutchcontrol pipe 8 and to open the latter pipe to atmosphere through chamber22, valve i9, chamber i1 and port i8.

Now assume that the operator desires to reverse the direction ofmovement of the ship as quickly as possible. To accomplish this he willmove his control lever l6 from the Ahead position to the Astern.position. In the "Astern position the pipe ii will be opened toatmosphere for releasing fluid under pressure from the aheadclutch'control pipe I and from diaphragm chamber 49 in the interlockvalve device i4, while fluid under pressure will at the same time besupplied to pipe i2. The interlock valve device it will however preventflow of fluid under pressure from pipe l2 to the astem clutch controlpipe 8 and maintain the latter pipe open to atmosphere until thepressure of fluid in the ahead control pipe 1 and in the respectivediaphragm chamber 49 is reduced to below the chosen pressure of tenpounds, above mentioned. When the pressure in theahead clutch controlpipe 1 becomes reduced to below this chosen degree however, the

the astem control pipe 8 from atmosphere and to connect same to pipe i2.Fluid under presamass sure supplied to pipe I: by the operator's controldevice II with lever It in the Astern" position, will then flow to pipeI to eflect operation of the astern clutch means I to connect theengines i and 2 to the propeller shaft 4 tor causing the ship to moveastern.

-A certain pressure of fluid, such as the ten pounds above mentioned, isrequired to render the clutch means I or 4 eflective, and when thepressure is of a lower degree, said clutch means will be ineffective.From the above description it will therefore be apparent, that when theopof fluid in the other actuator and operable to eflect operation ofsaid valve structure to its communication closing position except whenthe pressure or fluid in said other actuator is less than the pressureof said spring.

3. A control mechanism for a pair of fluid actuators comprising valvemeans icr selectively" cation between said valve means and the reeratormoves lever I from Ahead position to I S ummdru From the abovedescription it will now be apparent, that I have provided means wherebyin a reversible propulsion system of the type embodying forward andreverse clutch means, both of said clutch means may be renderedineffective at the same time, or either one may be selectively renderedeffective, but both cannot be rendered effective at the same time.

Having now described my invention what I claim as new and desire tosecure by Letters Patent is:

1. A control mechanism for a pair of fluid actuators comprising valvemeans for selectively supplying fluid under pressure to each of saidactuators, a member for actuating said valve means, and interlock meansfor each actuator controlled by pressure of fluid in the other actuatorand operable to close the fluid pressure supply communication to and toopen the respective actuator to atmosphere except when the pressure offluid in the other actuator is less than a chosen degree.

2. A control mechanism for a pair of fluid actuators comprising valvemeans for selectively supplying fluid under pressure to each of saidactuators, a member for actuating said valve means, and an interlockmeans for each actuator comprising valve structure for controllingcommunication between said valve means and the respective actuator andselectively operable to either open said communication or to close saidcommunication, a spring, and a power element subject to opposingpressures of said spring and spective actuator and selectively operableto either open said communlcation or to close said communication, apower element operable by pressure of fluid in the other actuator toeflect operation or said valve structure to close said communication,and a spring opposing pressure or fluid on said power element foreilecting operation of said valve structure to open said communicationexcept when the pressure of fluid on said power element exceeds a chosendegree.

4. A control mechanism for a pair of fluid pressure controlled actuatorscomprising a fluid pressure supply and release pipe for each actuator,valve means for selectively supplyin fluid under pressure to either oneof said pipes and for at the same time releasing fluid under pressurefrom the other pipe, an interlock structure for each actuator comprisingvalve means controlling communication between the respective actuatorand the respective one oi said pipes and having a closed position forclosing said communication and for opening the respective actuator toatmosphere and having an open position for opening said communicationand for disconnecting the respective actuator from atmosphere, eachinterlock means further comprising a spring and power means controlledby opposing pressures of said spring and pressure of fluid in the otheractuator and operable to move said valve means to its open positionexcept when the pressure of controlling fluid exceeds the opposing forceof said spring.

RAYMOND E. MILLER.

REFERENCES CITED The following references are of record in the file oithis patent:

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